CN104670666B - A kind of aircraft landing attitude warning system and warning control method - Google Patents

Abstract

An aircraft landing attitude warning system and a warning control method. The system includes a first distance measurement module, a second distance measurement module, a third distance measurement module, a calculation control component, a display component, a warning speaker and an external interface; the first to the third distance measurement modules are respectively connected with the calculation control component; the calculation The control component is connected with the display component and the warning speaker respectively. The beneficial effect of the aircraft landing attitude warning system and the warning control method provided by the present invention: it can visually display the real-time distance and pitch and tilt attitude of the aircraft to the ground during the landing process, and can provide warning information when the value exceeds the normal range, which makes up for the impact of the landing process on the ground. Relying on the experience of pilots, the calculation and display of the rate of descent can also ensure that the aircraft will not have too much impact on the aircraft when it lands, reducing the probability of major safety accidents such as heavy landings, and effectively improving the ability of pilots with various qualifications and types to control the aircraft. Flight safety throughout the landing process.

Description

Aircraft landing attitude warning system and warning control method

technical field

The invention belongs to the technical field of aircraft landing attitude control, in particular to an aircraft landing attitude warning system and a warning control method.

Background technique

At present, the radio altitude system is usually used to measure the distance of the aircraft to the ground when the aircraft is landing. This system regards the aircraft as a particle and only detects the distance from the belly of the fuselage to the ground. In order to judge the attitude of the aircraft when it lands, the pilot should observe the pitch and tilt angles displayed by the attitude instrument and judge the proximity of each landing gear of the aircraft to the ground based on experience. This caused a heavy landing, impacting the landing gear structure. A heavy landing may have a serious impact on the structure of the aircraft. After a heavy landing, the aircraft needs to undergo multiple inspections on the structure, wings, and landing gear before it can be used. Therefore, it is very important to detect whether the aircraft has a heavy landing. But still lack relevant device and the method that the aircraft landing attitude is warned at present.

Contents of the invention

In order to solve the above problems, the object of the present invention is to provide an aircraft landing attitude warning system and a warning control method.

In order to achieve the above object, the aircraft landing attitude warning system and warning control method provided by the present invention include:

The first distance measurement module, the second distance measurement module, the third distance measurement module, the calculation control component, the display component, the warning speaker and the external interface; wherein: the first distance measurement module is a distance measurement device installed on the front landing gear, It is used to measure the true ground distance d1 of the first distance measuring module, and the second distance measuring module is a distance measuring device installed on the left main landing gear, and is used to measure the true ground distance d2 of the second distance measuring module. The ranging module is a ranging device installed on the right main landing gear, and is used to measure the true ground distance d3 of the third ranging module; the first ranging module, the second ranging module and the third ranging module are respectively connected with The calculation control component is connected; the calculation control component is the core controller of the device, which is respectively connected with the display component and the warning speaker, and is used to control each component to complete operations such as data collection, calculation, display and warning; the display component is the information The display device is used to display prompts and warning information, and the warning speaker is an audio sounding device used to output voice prompt signals; the external interface is an external interactive interface circuit, which is connected with the calculation control component, and is used to realize the connection between the calculation control component and the aircraft. Data exchange with other onboard computer systems.

The first ranging module, the second ranging module and the third ranging module are all GLS-B laser ranging modules of GALAXYZ Company, which can measure the actual distance between itself and the ground in real time.

The calculation control component is an STM32F103 single-chip microcomputer control system.

The warning control method adopted by the aircraft landing attitude warning system provided by the invention comprises the following steps carried out in order:

Step 1, the S01 stage of detecting the distance of the landing gear to the ground: the calculation control component 4 measures the distance between the front landing gear, the left and the right main landing gear respectively through the first ranging module, the second ranging module and the third ranging module. The true ground distance d1, d2, d3, from which the true distance of the wheel to the ground is obtained;

The calculation and control component subtracts the distances measured by the above three distance measuring modules from the respective installation heights d0 to obtain the true distance between the wheels and the ground;

Step 2, the S02 stage of judging whether the elevation angle is normal: the calculation control component calculates and judges whether the current elevation angle of the aircraft is normal according to the current real distance of the nose landing gear and the left and right main landing gears to the ground; if the judgment result is "Yes" , then the next step directly enters the S04 stage, otherwise the next step enters the S03 stage;

Step 3, the S03 stage of abnormal elevation angle alarm: when it is determined that the elevation angle of the aircraft is abnormal, the calculation control component further analyzes and determines the type of abnormal elevation angle, and then sends text and voice warnings respectively through the display component and the warning speaker;

Step 4, the S04 stage of judging whether the inclination angle is normal: the calculation control component calculates and judges whether the current inclination angle of the aircraft is normal according to the actual ground-to-ground distance of the left and right main landing gear obtained at present; if the judgment result is "Yes", then The next step is to directly enter the S06 stage, otherwise the next step is to enter the S05 stage;

Step 5, the S05 stage of the abnormal tilt angle alarm: when it is determined that the tilt angle of the aircraft is abnormal, the calculation control component further analyzes and determines the type of the abnormal tilt angle, and then sends text and voice warnings respectively through the display component and the warning speaker;

Step 6, the S06 stage of judging whether the rate of descent is normal: the calculation control component calculates and judges whether the current rate of descent of the aircraft is normal according to the current real distance to the ground of the left and right main landing gear; if the judgment result is "Yes", Then the next step enters the S08 stage, otherwise enters the next step S07 stage;

Step 7, the S07 stage of the abnormal descent rate alarm: when it is determined that the aircraft's descent rate is abnormal, the calculation control component further analyzes and determines the type of the abnormal rate of descent, and then sends text and voice warnings respectively through the display component and the warning speaker according to the analysis results ;

Step 8, the S08 stage of judging whether the landing is completed: the calculation control module judges whether the landing is completed according to whether the vertical distance between the bottom of the wheels of the three landing gears and the ground is zero; if the judgment result is "yes", the process ends here End, the next step is to exit this process; otherwise, the next step is to return to the S01 stage and continue to loop detection warnings.

In the S03 stage, the abnormal elevation angle alarm method includes the following steps performed in order:

Step 1, the S201 stage of judging whether the elevation angle is too large: judge whether the current aircraft elevation angle is too large according to the specified elevation angle judging condition, if the judgment result is "yes", then the next step enters the S202 stage, otherwise the next step directly enters the S203 stage;

Step 2, prompting the S202 stage that the current aircraft elevation angle is too large: when it is determined that the aircraft elevation angle is too large at this time, the calculation control component displays a text warning "too large elevation angle" through the display component, and provides a warning sound through the warning speaker;

Step 3, the S203 stage of judging whether the elevation angle is too small: judge whether the current aircraft elevation angle is too small according to the specified elevation angle judging condition, if the judgment result is "Yes", then enter the S204 stage in the next step, otherwise the process ends, and the next step is to exit this process;

Step 4. The S204 stage of prompting that the current aircraft elevation angle is too small: when it is determined that the aircraft elevation angle is too small at this time, the calculation control component displays a text warning “the elevation angle is too small” through the display component, and provides a warning sound through the warning speaker. This process That's it.

In the S201 stage, the conditions for judging whether the elevation angle is too large are:

If appear:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}\\ \mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}\end{array}\right.$

Then it is determined that the current aircraft elevation angle is too large;

In the S203 stage, the judging condition for whether the elevation angle is too small is:

If appear:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; <</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}\\ \mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; <</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}\end{array}\right.$

Then it is determined that the current aircraft elevation angle is too small.

In the S05 stage, the abnormal tilt angle alarm method includes the following steps performed in sequence:

Step 1, the S401 stage of judging whether to lean to the left: judge whether the current aircraft is leaning too much according to the left leaning judgment condition, if the judgment result is "yes", then the next step enters the S402 stage, otherwise the next step directly enters the S403 stage;

Step 2, the S402 stage of prompting that the aircraft is leaning too much to the left: when it is determined that the aircraft is leaning too much to the left at this time, the calculation control component displays a text warning "too large left tilt" through the display component, and provides a warning sound through the warning speaker;

Step 3, the S403 stage of judging whether it is leaning to the right: judge whether the current aircraft is leaning too much according to the right leaning judgment condition, if the judgment result is "yes", then enter the S404 stage in the next step, otherwise this process ends, and the next step is to exit this process;

Step 4, the S404 stage of prompting that the aircraft is leaning too much to the right: when it is determined that the aircraft is leaning too much to the right at this time, the calculation control component displays a text warning "too large to the right" through the display component, and provides a warning sound through the warning speaker. This process That's it.

In the stage S401, the left leaning judgment condition is:

If appear:

d3-d2>δ0

Then it is determined that the aircraft is tilting too much to the left at this time;

In the S403 stage, the right-leaning judgment condition is:

If appear:

d2-d3>δ0

Then it is determined that the aircraft is tilting too much to the right at this time.

In the S07 stage, the described abnormal rate of descent alarm method includes the following steps executed in sequence:

Step 1. The S601 stage of judging whether there is a heavy landing: judge whether the current aircraft has a heavy landing according to whether the aircraft's descent rate is too large. If the judgment result is "yes", then enter the next step S602 stage, otherwise the next step directly enters the S603 stage ;

Step 2, the S602 stage that prompts that the descent rate is too high and a heavy landing occurs: it is determined that the current aircraft has a heavy landing, and the calculation control component will display a text warning "heavy landing occurs" through the display component, and provide a warning sound through the warning speaker; then exit the program process;

Step 3, the S603 stage of judging whether there is a pitch down: judge whether the current aircraft pitches down according to whether the descent rate of the nose landing gear is too large, if the judgment result is "yes", then the next step enters the S604 stage, otherwise the next step directly enters S605 stage;

Step 4. The S604 stage that prompts that the pitch angle is too small and is pitching down: determine that the current aircraft is descending, and the calculation control component will display a text warning “Pitching down” through the display component, and provide a warning sound through the warning speaker; If it is too small, the display component will simultaneously display a text warning "Elevation angle is too small" and provide a warning sound; then exit this process;

Step 5. The S605 stage of judging whether there is pitch-up: judge whether the current aircraft is pitch-up according to whether the descent rate of the main landing gear is too large. If the judgment result is "yes", then the next step enters the S606 stage, otherwise the next step directly enters S607 stage;

Step 6. The S606 stage that prompts that the pitch angle is too large and is pitching up: it is determined that the current aircraft is pitching up, and the calculation control component will display a text warning “up” through the display component, and provide a warning sound through the warning speaker; if pitching up causes If the elevation angle is too large, the display module 5 will simultaneously display a text warning "the elevation angle is too large" and provide a warning sound; then exit this process;

Step 7, the S607 stage of judging whether the left tilt is too large: judge whether the current aircraft has too much left tilt according to whether the descent rate of the left main landing gear is too large, if the judgment result is "yes", then the next step enters the S608 stage, otherwise the next step Directly enter the S609 stage;

Step 8, the S608 stage of prompting that the aircraft is leaning to the left: confirm that the current aircraft is leaning to the left, the calculation and control component will display the text warning “Left tilting” through the display component, and provide a warning sound through the warning speaker; if it is tilting to the left, the display component will display at the same time "Excessive left leaning" and a warning sound; then exit this process;

Step 9, the S609 stage of judging whether the right tilt is too large: judge whether the current aircraft has too much right tilt according to whether the right main landing gear descent rate is too large, if the judgment result is "yes", then the next step enters the S610 stage, otherwise the process So far, the next step is to exit this process;

Step 10. In the S610 stage of prompting that the aircraft is leaning right: confirm that the current aircraft is leaning right, the calculation control component will display a text warning “right tilting” through the display component, and provide a warning sound through the warning speaker; if it is tilting right, the display component will display at the same time "The right leaning is too large" and a warning sound is provided; this process ends here, and the next step is to exit this process.

In the S601 stage, the method for judging the heavy landing of the aircraft is as follows: in actual calculation, the descent rate of each wheel is required to be less than a positive value:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.$

η0 is a positive real number, different models will take different values;

If the rate of descent of each wheel exceeds the normal range:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.$

Then it is determined that the aircraft has made a hard landing.

In the S603 stage, the condition for judging that the aircraft pitches down is: when the descent rate of the two main landing gears is normal, but the descent rate of the front landing gear is too large, that is:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.$

At this time, it is determined that the aircraft is pitching down, and the elevation angle of the aircraft is decreasing;

In the S605 stage, the judging condition for pitching up of the aircraft is: when the descending rate of the front landing gear is normal, but the descending rate of the main landing gear is too large, that is:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.$

At this time, it is determined that the aircraft is pitching up, and the pitch angle of the aircraft is increasing;

In the S607 stage, the judging condition for the excessive right tilt of the aircraft is: if the maximum descent rate of the left main landing gear is too large, other descent rates are normal, namely:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.$

At this time, it is determined that the aircraft is tilting to the left;

In the S609 stage, the judging condition for the excessive right tilt of the aircraft is: if the descent rate of the right main landing gear is too large, other descent rates are normal, namely:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.$

At this time, it is determined that the aircraft is banked to the right.

The beneficial effects of the aircraft landing attitude warning system and warning control method provided by the present invention:

It can visually display the real-time distance of the aircraft to the ground and the pitch and tilt attitude during the landing process, and can provide warning information when the value exceeds the normal range, making up for the dependence on the pilot's experience during the landing process, and the calculation and display of the descent rate can also ensure the landing of the aircraft It will not have too much impact on the aircraft at all times, reducing the probability of major safety accidents such as heavy landings, and effectively improving the flight safety of pilots with various qualifications and types during the entire landing process.

Description of drawings

Fig. 1 is a schematic diagram of the installation position of the distance measurement module on the landing gear in the aircraft landing attitude warning system provided by the present invention.

Fig. 2 is a schematic diagram of the real distance to the ground measured by the aircraft landing attitude warning system provided by the present invention as an example of an aircraft with a three-point landing gear layout.

Fig. 3 is a schematic diagram of the aircraft landing attitude warning system provided by the present invention judging the pitching situation of the aircraft by measuring the real distance of each landing gear to the ground, and the angle of view of this figure is the distance measured from the side of the aircraft.

Fig. 4 is the schematic diagram that the aircraft landing attitude warning system provided by the present invention judges the tilting situation of the aircraft by measuring the real distance of the two main landing gears to the ground.

Fig. 5 is a block diagram of the aircraft landing attitude warning system provided by the present invention.

Fig. 6 is a flow chart of the warning control method adopted by the aircraft landing attitude warning system provided by the present invention.

Fig. 7 is a flow chart of an elevation angle abnormality warning method in the warning control method adopted by the aircraft landing attitude warning system provided by the present invention.

FIG. 8 is a flow chart of an alarm method for an abnormal tilt angle in the alarm control method adopted by the aircraft landing attitude warning system provided by the present invention.

FIG. 9 is a flow chart of an abnormal descent rate alarm method in the alarm control method adopted by the aircraft landing attitude warning system provided by the present invention.

detailed description

The aircraft landing attitude warning system and warning control method provided by the present invention will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

The aircraft landing attitude warning system provided by the present invention is illustrated by taking the aircraft with the front three-point landing gear layout as an example, but it is not only applicable to the front three-point landing gear, but also suitable for general aviation aircraft such as aircraft and helicopters with the rear three-point landing gear layout. During the calculation, different parameter values should be set according to the type of landing gear and the aircraft type.

As shown in Fig. 5 and Fig. 1, the aircraft landing attitude warning system provided by the present invention includes:

The first distance measurement module 1, the second distance measurement module 2, the third distance measurement module 3, the calculation control component 4, the display component 5, the warning speaker 6 and the external interface 7; wherein: the first distance measurement module 1 is installed in the front The distance measuring device on the landing gear is used to measure the real distance d1 to the ground of the first distance measuring module 1, and the second distance measuring module 2 is the distance measuring device installed on the left main landing gear, which is used to measure the second distance measurement The real distance d2 to the ground of the module 2, the third ranging module 3 is a ranging device installed on the right main landing gear, and is used to measure the real distance d3 to the ground of the third ranging module 3; the first ranging module 1 , the second ranging module 2 and the third ranging module 3 are respectively connected with the calculation control assembly 4; the calculation control assembly 4 is the core controller of the device, which is respectively connected with the display assembly 5 and the warning speaker 6 for Control the components to jointly complete operations such as data collection, calculation, display and warning; the display component 5 is an information display device for displaying prompts and warning messages, and the warning speaker 6 is an audio sounding device for outputting voice prompt signals; the external interface 7 It is an external interactive interface circuit, which is connected with the computing control component 4 and is used to realize the data exchange between the computing control component 4 and other on-board computer systems on the aircraft.

The first ranging module 1, the second ranging module 2 and the third ranging module 3 are GLS-B laser ranging modules of GALAXYZ company, which can measure the actual distance between itself and the ground in real time.

The calculation control component 4 is an STM32F103 single-chip microcomputer control system.

The aircraft landing attitude warning system provided by the present invention also includes an acceleration sensor not shown in Fig. 5, which is connected with the calculation control assembly 4, and it can measure the acceleration value g in the vertical direction after the aircraft touches the ground and transmit it to Calculation control component 4, when this value is greater than the threshold value g ₀ that calculation control component 4 sets (this value is also different according to different models) that is:

g>g ₀ (1)

The calculation and control component 4 judges that the aircraft has a hard landing accident, the system will send out an alarm, and record the acceleration value and the time of occurrence in the non-lost memory. read and erase.

The working principle of the aircraft landing attitude warning system provided by the present invention is set forth as follows: as shown in Figure 2, when the aircraft needs to land, the system utilizes the first ranging module 1, the second ranging module 2 and the third ranging module 3 Measure the true distances d1, d2, and d3 of its own bottom surface to the ground respectively, and its own installation height d0 is the vertical distance from its bottom surface to the bottom surface of the wheel, and these ranging modules transmit the measured distances to the calculation and control components 4. After receiving the above-mentioned distances, the calculation and control component 4 subtracts the respective installation heights d0 to obtain the real distance of the wheels to the ground, and thus calculates the distance, attitude and descent rate of the aircraft during landing, and then controls the display components 5 shows the real distance of each machine wheel to the ground, the rate of descent and the text warning information that may occur. When an abnormal situation occurs, the calculation control component 4 will send a control signal, and the warning speaker 6 will send a warning sound.

As shown in Figure 6, the warning control method adopted by the aircraft landing attitude warning system provided by the present invention includes the following steps performed in order:

Step 1, the S01 stage of detecting the distance of the landing gear to the ground: the calculation control component 4 measures the front landing gear, the left and right main landing gears respectively through the first distance measuring module 1, the second distance measuring module 2 and the third distance measuring module 3 The real distances d1, d2, and d3 of the landing gear to the ground, from which the real distances of the wheels to the ground are obtained;

The calculation and control component 4 subtracts the distances measured by the three distance measuring modules from the respective installation heights d0 to obtain the true distance of the wheels to the ground;

Step 2, the S02 stage of judging whether the elevation angle is normal: the calculation control component 4 calculates and judges whether the current elevation angle of the aircraft is normal according to the current real distance of the front landing gear and the left and right main landing gears obtained; if the judgment result is "Yes ", then the next step directly enters the S04 stage, otherwise the next step enters the S03 stage;

Under normal circumstances, during the descent of the aircraft, the real distances d2 and d3 of the left and right main landing gears to the ground should be equal, but both are smaller than the real distances d1 of the front landing gear to the ground; the descent rates of the three landing gears v1, v2 and v3 all equal. In actual calculation, it is rare to consider that the two quantities are absolutely equal, so as long as the difference between the two is less than a set positive real number. First determine the pitching condition of the aircraft, and assume that δ, δ0, δ1, and δ2 are all positive real numbers greater than zero. As shown in Figure 3, the difference between d1 and d2 (or the difference between d1 and d3) is δ, which should be within a certain range. If δ is too large, the elevation angle θ is too large, and the aircraft will land when it lands. On the other hand, when a normal aircraft lands, the main landing gear is required to touch the ground first, and the nose gear touches the ground again after a certain time interval, because the front landing gear cannot withstand the excessive impact when it touches the ground. This requires that the elevation angle should not be too small. If δ is too small, then the elevation angle θ is too small. If it is less than a certain value, the nose landing gear will touch the ground too quickly. If the weight of the aircraft exceeds a certain value, it will impact the nose landing gear and cause damage.

Therefore, the elevation angle θ should be within a certain range, and the normal conditions for pitching are:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}\\ \mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>$

If δ does not satisfy the above formula, it is determined that the current aircraft elevation angle is abnormal;

Step 3, the S03 stage of the abnormal elevation angle alarm: when it is determined that the elevation angle of the aircraft is abnormal, the calculation control component 4 further analyzes and determines the type of the abnormal elevation angle, and then sends text and voice warnings respectively through the display component 5 and the warning speaker 6;

Step 4, the S04 stage of judging whether the inclination angle is normal: the calculation and control module 4 calculates and judges whether the current inclination angle of the aircraft is normal according to the actual distance to the ground of the left and right main landing gears obtained at present; if the judgment result is "Yes", Then the next step directly enters the S06 stage, otherwise the next step enters the S05 stage;

At this stage, determine the tilt of the aircraft. As shown in Figure 4, the real distance difference between the left and right main landing gears to the ground should be less than a certain value δ0. Within this value range, it means that the tilt angle α of the aircraft is allowed. When the aircraft lands, the left and right main landing gears It will touch the ground almost simultaneously, without putting all the weight of the aircraft on one landing gear, and without touching the ground on either side of the wing.

So the normal condition is:

|d2-d3|≤δ0 (3)

If the difference between the real distance between the left and right main landing gear to the ground exceeds δ0, for example, d3 in the figure is greater than d2, the aircraft will tilt to the left, and the left main landing gear will bear a large weight of the aircraft within a certain period of time during landing, which may cause The structure of the main landing gear is damaged or even destroyed. If the inclination angle α is too large, the left wing will touch the ground before the left main landing gear touches the ground, and the landing will fail;

Step 5, the S05 stage of the abnormal tilt angle alarm: when it is determined that the aircraft tilt angle is abnormal, the calculation control component 4 further analyzes and determines the type of the abnormal tilt angle, and then sends text and voice warnings respectively through the display component 5 and the warning speaker 6 ;

Step 6, the S06 stage of judging whether the rate of descent is normal: the calculation and control component 4 calculates and judges whether the current rate of descent of the aircraft is normal according to the real distance to the ground of the left and right main landing gears currently obtained; if the judgment result is "Yes" , the next step enters the S08 stage, otherwise enters the next step S07 stage;

In flight, it is necessary to constrain the descent rate of the aircraft through calculation; the real-time real-time distance of each landing gear to the ground is the time differential of the landing gear, and the descent rate of the front landing gear is set to v1. The descent rate of the landing gear is v2, and the descent rate of the right main landing gear is v3, then:

$\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; d</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; dt</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 4</span>}<span\; class="notranslate">\; )</span>$

$\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; d</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; dt</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 5</span>}<span\; class="notranslate">\; )</span>$

$\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; d</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; dt</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 6</span>}<span\; class="notranslate">\; )</span>$

Under normal circumstances, the rate of descent of each wheel should be consistent, and in actual calculation, the rate of descent of each wheel is required to be less than a positive value:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 7</span>}<span\; class="notranslate">\; )</span>$

η0 is a positive real number, and it will take different values for different models.

If the rate of descent of each wheel exceeds the normal range:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 8</span>}<span\; class="notranslate">\; )</span>$

It indicates that the rate of descent of the aircraft is too high, which will have a large impact on the landing gear during landing, causing a heavy landing and damaging the landing gear;

Step 7, the S07 stage of the abnormal descent rate alarm: when it is determined that the aircraft's descent rate is abnormal, the calculation control component 4 further analyzes and determines the type of the abnormal rate of descent, and then sends texts respectively through the display component 5 and the warning speaker 6 according to the analysis results and voice warnings;

Step 8, the S08 stage of judging whether the landing is complete: the calculation control module 4 judges whether the landing is complete according to whether the vertical distance between the bottoms of the wheels of the three landing gears and the ground is zero; if the judgment result is "yes", then the process At this point, the next step is to exit this process; otherwise, the next step is to return to the S01 stage and continue to loop detection warnings;

The specific calculation formula for judging whether the landing is completed is:

(d1-d0)+(d2-d0)+(d3-d0)=T0, T0 is a positive real number close to 0 defined according to the model, when the sum of the distances of the three points to the ground is less than the positive real number T0, it is considered The plane has landed.

d1-d0=0

d2-d0=0

d3-d0=0

If the above formula holds, the landing is complete.

As shown in Figure 7, in the S03 stage, the described elevation angle abnormal alarm method includes the following steps performed in order:

Step 1, the S201 stage of judging whether the elevation angle is too large: judge whether the current aircraft elevation angle is too large according to the specified elevation angle judging condition, if the judgment result is "yes", then the next step enters the S202 stage, otherwise the next step directly enters the S203 stage;

Step 2, prompting the S202 stage that the current aircraft elevation angle is too large: when it is determined that the aircraft elevation angle is too large at this time, the calculation control component 4 displays a text warning "too large elevation angle" through the display component 5, and provides a warning sound through the warning speaker 6;

Step 3, the S203 stage of judging whether the elevation angle is too small: judge whether the current aircraft elevation angle is too small according to the specified elevation angle judging condition, if the judgment result is "yes", then enter the S204 stage in the next step, otherwise this process ends, and the next step is to exit this process;

Step 4, the S204 stage of prompting that the current aircraft elevation angle is too small: when it is determined that the aircraft elevation angle is too small at this time, the calculation control component 4 displays a text warning "too small elevation angle" through the display component 5, and provides a warning sound through the warning speaker 6 , the process ends here.

In the S201 stage, the conditions for judging whether the elevation angle is too large are:

If appear:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}\\ \mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 9</span>}<span\; class="notranslate">\; )</span>$

Then it is determined that the current elevation angle of the aircraft is too large.

In the S203 stage, the judging condition for whether the elevation angle is too small is:

If appear:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; <</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}\\ \mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; <</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 10</span>}<span\; class="notranslate">\; )</span>$

Then it is determined that the current aircraft elevation angle is too small.

As shown in Figure 8, in the S05 stage, the described tilt angle abnormal alarm method includes the following steps executed in sequence:

Step 1, the S401 stage of judging whether to lean to the left: judge whether the current aircraft is leaning too much according to the left leaning judgment condition, if the judgment result is "yes", then the next step enters the S402 stage, otherwise the next step directly enters the S403 stage;

Step 2, the S402 stage of prompting that the aircraft is leaning too much to the left: when it is determined that the aircraft is leaning too much to the left at this time, the calculation control component 4 displays a text warning "too large to the left" through the display component 5, and provides a warning sound through the warning speaker 6 ;

Step 3, the S403 stage of judging whether it is leaning to the right: judge whether the current aircraft is leaning too much according to the right leaning judgment condition, if the judgment result is "yes", then enter the S404 stage in the next step, otherwise this process ends, and the next step is to exit this process;

Step 4, the S404 stage of prompting that the aircraft is leaning too much to the right: when it is determined that the aircraft is leaning too much to the right at this time, the calculation control component 4 displays a text warning "too large to the right" through the display component 5, and provides a warning sound through the warning speaker 6 , the process ends here.

In the stage S401, the left leaning judgment condition is:

If appear:

d3-d2>δ0 (11)

Then it is determined that the aircraft tilts too much to the left at this time.

In the S403 stage, the right-leaning judgment condition is:

If appear:

d2-d3>δ0 (12)

Then it is determined that the aircraft is tilting too much to the right at this time.

As shown in Figure 9, in the S07 stage, the described abnormal rate of descent alarm method includes the following steps executed in sequence:

Step 1. The S601 stage of judging whether there is a heavy landing: judge whether the current aircraft has a heavy landing according to whether the aircraft's descent rate is too large. If the judgment result is "yes", then enter the next step S602 stage, otherwise the next step directly enters the S603 stage ;

Step 2, the S602 stage of prompting that the descent rate is too large and a heavy landing occurs: it is determined that the current aircraft has a heavy landing, and the calculation and control component 4 will display a text warning "heavy landing occurs" through the display component 5, and provide a warning sound through the warning speaker 6; Then exit this process;

Step 3, the S603 stage of judging whether there is a pitch down: judge whether the current aircraft pitches down according to whether the descent rate of the nose landing gear is too large, if the judgment result is "yes", then the next step enters the S604 stage, otherwise the next step directly enters S605 stage;

Step 4, the S604 stage that prompts that the elevation angle is too small and is pitching down: determine that the current aircraft is going down, and the calculation control component 4 will display a text warning “Pitching down” through the display component 5, and provide a warning sound through the warning speaker 6; If the pitch causes the elevation angle to be too small and does not satisfy the formula (10), the display component 5 will simultaneously display a text warning "the elevation angle is too small" and provide a warning sound; then exit the process;

Step 5. The S605 stage of judging whether there is pitch-up: judge whether the current aircraft is pitch-up according to whether the descent rate of the main landing gear is too large. If the judgment result is "yes", then the next step enters the S606 stage, otherwise the next step directly enters S607 stage;

Step 6, the S606 stage of prompting that the pitch angle is too large and is pitching up: determine that the current aircraft is pitching up, and the calculation and control component 4 will display a text warning “up pitching” through the display component 5, and provide a warning sound through the warning speaker 6; if If the upward elevation causes the elevation angle to be too large, which does not satisfy the formula (9), then the display unit 5 will simultaneously display a text warning "the elevation angle is too large" and provide a warning sound; then exit this process;

Step 7, the S607 stage of judging whether the left tilt is too large: judge whether the current aircraft has too much left tilt according to whether the descent rate of the left main landing gear is too large, if the judgment result is "yes", then the next step enters the S608 stage, otherwise the next step Directly enter the S609 stage;

Step 8, the S608 stage of prompting that the aircraft is leaning to the left: determine that the current aircraft is leaning to the left, and the calculation control component 4 will display a text warning "leaning to the left" through the display component 5, and provide a warning sound through the warning speaker 6; if the tilting to the left causes the formula not to be satisfied (11), then the display component 5 will simultaneously display "excessive left tilt" and provide a warning sound; then exit the process;

Step 9, the S609 stage of judging whether the right tilt is too large: judge whether the current aircraft has too much right tilt according to whether the right main landing gear descent rate is too large, if the judgment result is "yes", then the next step enters the S610 stage, otherwise the process So far, the next step is to exit this process;

Step 10, the S610 stage that prompts that the aircraft is leaning right: determine that the current aircraft is leaning right, and the calculation control component 4 will display a text warning “right tilting” through the display component 5, and provide a warning sound through the warning speaker 6; if the right tilt causes the formula not to be satisfied (12), then the display component 5 will simultaneously display "excessive right leaning" and provide a warning sound; this process ends here, and the next step is to exit this process.

In the S601 stage, the method for judging the heavy landing of the aircraft is as follows: under normal circumstances, the descent rate of each aircraft wheel should be consistent. In actual calculation, the descent rate of each aircraft wheel is required to be less than a positive value:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 13</span>}<span\; class="notranslate">\; )</span>$

η0 is a positive real number, different models will take different values;

If the rate of descent of each wheel exceeds the normal range:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 14</span>}<span\; class="notranslate">\; )</span>$

Then it is judged that the aircraft has a hard landing, and the aircraft descends too fast at this time, which will have a large impact on the landing gear during landing, causing a hard landing and causing damage to the landing gear.

As shown in Figure 2 and Figure 3, in the S603 stage, the judging condition for the aircraft to pitch down is: when the descent rate of the two main landing gears is normal, but the descent rate of the front landing gear is too large, that is:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 15</span>}<span\; class="notranslate">\; )</span>$

At this time, it is determined that the aircraft is pitching down, and the elevation angle of the aircraft is decreasing.

In the S605 stage, the judging condition for pitching up of the aircraft is: when the descending rate of the front landing gear is normal, but the descending rate of the main landing gear is too large, that is:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 16</span>}<span\; class="notranslate">\; )</span>$

At this time, it is determined that the aircraft pitches up, and the aircraft pitch angle is increasing.

Referring to Fig. 4, in the S607 stage, the judging condition for the excessive right tilt of the aircraft is: if the left main landing gear has a large descent rate, other descent rates are normal, namely:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 17</span>}<span\; class="notranslate">\; )</span>$

At this time, it is determined that the aircraft is banked to the left.

In the S609 stage, the judging condition for the excessive right tilt of the aircraft is: if the descent rate of the right main landing gear is too large, other descent rates are normal, namely:

$\left\{\begin{array}{c}\mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&le;</span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; v</span>}\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; ></span>\mathrm{<span\; class="notranslate">\; \&eta;</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 18</span>}<span\; class="notranslate">\; )</span>$

At this time, it is determined that the aircraft is banked to the right.

The aircraft landing attitude warning system and warning control method provided by the present invention measure the real distance of each wheel from the ground in real time during the landing process by installing a distance measuring module on each landing gear of the aircraft, and display it to the pilot, so that the pilot can intuitively obtain The approach of the wheels to the ground during descent. At the same time, use the difference between the distances of each wheel-to-ground distance to judge whether the pitch and tilt state of the aircraft meet the attitude requirements when landing, and provide warning information when it does not meet the requirements; in addition, use the measured wheel-to-ground The change of the real distance in unit time obtains the descent rate. When the descent rate is too large, visual and auditory warning information can be issued. When the descent rate of each round is inconsistent, the visual and auditory warning information of attitude change will appear.

Claims (7)

1. a warning control method for aircraft landing attitude warning system, described aircraft landing attitude warning system includes:

First range finder module (1), the second range finder module (2), the 3rd range finder module (3), calculating control assembly (4), display module (5), warning speaker (6) and external interface (7)；Wherein: the first range finder module (1) is the range finding dress being arranged on nose-gear Putting, for measuring the actual distance d1 over the ground of the first range finder module (1), the second range finder module (2) is for being arranged on left main On range unit, for measure the second range finder module (2) actual distance d2 over the ground, the 3rd range finder module (3) is for being arranged on Range unit on starboard main landing gear, for measuring the actual distance d3 over the ground of the 3rd range finder module (3)；First range finder module (1), the second range finder module (2) is connected with calculating control assembly (4) respectively with the 3rd range finder module (3)；Calculate and control assembly (4) being the core controller of this device, it is connected with display module (5) and warning speaker (6) respectively, is used for controlling each portion The common data acquisition of part, computing, show and alert operation；Display module (5) is information display device, for display reminding And warning message, warning speaker (6) is audio frequency sound-generating device, is used for exporting voice message signal；External interface (7) is outside Handing over interface circuit mutually, it is connected with calculating control assembly (4), is used for realizing calculating controlling assembly (4) and other machine on aircraft The data exchange of borne computer system；

It is characterized in that: described warning control method includes the following step performed in order:

Step one, the S01 stage of detection undercarriage distance to the ground: calculate control assembly (4) by the first range finder module (1), the Two range finder modules (2) and the 3rd range finder module (3) measure the actual distance over the ground of nose-gear, left and right main landing gear respectively D1, d2, d3, therefrom obtain wheel actual distance over the ground；

Calculate control assembly (4) distance that above three range finder module is measured to be deducted respective setting height(from bottom) d0 and obtains wheel Actual distance over the ground；

Step 2, judge the elevation angle whether normal S02 stage: calculate control assembly (4) according to currently available nose-gear and The fall actual distance over the ground of frame of left and right main starting calculates and judges that the current elevation angle of aircraft is the most normal；If it is judged that be "Yes", then next step is directly entered the S04 stage, and otherwise next step enters the S03 stage；

Step 3, the S03 stage of elevation angle abnormal alarm: when determining that the aircraft elevation angle occurs abnormal, calculate control assembly (4) and enter One step analysis also determines the type that the elevation angle is abnormal, then by display module (5) and warning speaker (6) send respectively word with Voice warning；

Step 4, judge the inclination angle whether normal S04 stage: calculate and control assembly (4) according to currently available left and right main starting The actual distance over the ground of frame of falling calculates and judges that the current inclination angle of aircraft is the most normal；If it is judged that be "Yes", then under One step is directly entered the S06 stage, and otherwise next step enters the S05 stage；

Step 5, the S05 stage of inclination angle abnormal alarm: when determining that craft inclination angle occurs abnormal, calculate and control assembly (4) analyze and determine the type that inclination angle is abnormal further, then sent out respectively by display module (5) and warning speaker (6) Go out word and voice warning；

Step 6, judge the fall off rate whether normal S06 stage: calculate and control assembly (4) according to currently available left and right The actual distance over the ground of main landing gear calculates and judges that the current fall off rate of aircraft is the most normal；If it is judged that be "Yes", then next step enters the S08 stage, otherwise enters next step S07 stage；

Step 7, the S07 stage of fall off rate abnormal alarm: when determining that aircraft fall off rate occurs abnormal, calculate and control The type that fall off rate is abnormal is analyzed and determined to assembly (4) further, then according to analysis result by display module (5) and police Accuse speaker (6) and send word and voice warning respectively；

Step 8, judge the S08 stage that whether completes of landing: calculate and control assembly (4) according to when the wheel of first three undercarriage Whether whether bottom surface vertical dimension over the ground be zero to judge to land and complete；If it is judged that be "Yes", then this flow process is so far tied Bundle, next step exits this flow process；Otherwise next step returns the S01 stage, continues cycling through detection warning.

The warning control method that aircraft landing attitude warning system the most according to claim 1 is used, it is characterised in that: In the S03 stage, described elevation angle abnormal alarm method includes the following step performed in order:

Step one, judge the S201 stage that the elevation angle is the most excessive: judge the current aircraft elevation angle according to the elevation angle Rule of judgment of regulation The most excessive, if it is judged that be "Yes", then next step enters the S202 stage, and otherwise next step is directly entered the S203 stage；

Step 2, the prompting current aircraft elevation angle excessive S202 stage: when determining that now the aircraft elevation angle is excessive, calculate control group By display module (5), part (4) demonstrates that word alerts " elevation angle is excessive ", and provide caution sound by warning speaker (6)；

Step 3, judge the S203 stage that the elevation angle is the most too small: judge the current aircraft elevation angle according to the elevation angle Rule of judgment of regulation The most too small, if it is judged that be "Yes", then next step enters the S204 stage, and otherwise this flow process terminates, and next step exits this Flow process；

Step 4, the prompting current aircraft elevation angle too small S204 stage: after determining that now the aircraft elevation angle is too small, calculate and control By display module (5), assembly (4) demonstrates that word alerts " elevation angle is too small ", and provide caution sound by warning speaker (6), This flow process so far terminates.

The warning control method that aircraft landing attitude warning system the most according to claim 2 is used, it is characterised in that: In the S201 stage, the most excessive Rule of judgment in the described elevation angle is:

If there is:

$\left\{\begin{array}{c}d1-d2=\mathrm{\&delta;}>{\mathrm{\&delta;}}_2\\ d1-d3=\mathrm{\&delta;}>{\mathrm{\&delta;}}_2\end{array}\right.$

Then determine that the current aircraft elevation angle is excessive；

In the S203 stage, the most too small Rule of judgment in the described elevation angle is:

If there is:

$\left\{\begin{array}{c}d1-d2=\mathrm{\&delta;}<\mathrm{\&delta;}1\\ d1-d3=\mathrm{\&delta;}<\mathrm{\&delta;}1\end{array}\right.$

Then determine that the current aircraft elevation angle is too small.

The warning control method that aircraft landing attitude warning system the most according to claim 1 is used, it is characterised in that: In the S05 stage, described inclination angle abnormal alarm method includes the following step performed in order:

Step one, judge whether "Left"-deviationist the S401 stage: according to regulation left-leaning Rule of judgment whether judge current aircraft "Left"-deviationist Excessive, if it is judged that be "Yes", then next step enters the S402 stage, and otherwise next step is directly entered the S403 stage；

Step 2, prompting aircraft left-leaning excessive S402 stage: when determining that now aircraft is tilted to the left excessive, calculate control group By display module (5), part (4) demonstrates that word alerts " left-leaning excessive ", and provide caution sound by warning speaker (6)；

Step 3, judge whether S403 stage of Right deviation: whether judge current aircraft Right deviation according to the Right deviation Rule of judgment of regulation Excessive, if it is judged that be "Yes", then next step enters the S404 stage, and otherwise this flow process terminates, and next step exits this flow process；

In the S404 stage that step 4, prompting aircraft Right deviation are excessive: when determining that now aircraft is tilted to the right excessive, calculate control group By display module (5), part (4) demonstrates that word alerts " Right deviation is excessive ", and provide caution sound by warning speaker (6), this Flow process so far terminates.

The warning control method that aircraft landing attitude warning system the most according to claim 4 is used, it is characterised in that: In the S401 stage, described left-leaning Rule of judgment is:

If there is:

D3-d2 ＞ δ 0

Then determine that current now aircraft is tilted to the left excessive；

In the S403 stage, described Right deviation Rule of judgment is:

If there is:

D2-d3 ＞ δ 0

Then determine that current now aircraft is tilted to the right excessive.

The warning control method that aircraft landing attitude warning system the most according to claim 1 is used, it is characterised in that: In the S07 stage, described fall off rate abnormal alarm method includes the following step performed in order:

Step one, judge whether the S601 stage occurring heavily landing: judge currently to fly according to aircraft fall off rate is the most excessive Whether machine occurs heavily landing, if it is judged that be "Yes", then enters next step S602 stage, and otherwise next step is directly entered The S603 stage；

The S602 stage that step 2, the prompting excessive appearance of fall off rate are heavily landed: determine that heavily landing occurs in current aircraft, calculate control By display module (5), assembly processed (4) will demonstrate that word alerts " occurring heavily landing ", and provided by warning speaker (6) Caution sound；It is then log out this flow process；

Step 3, judge whether the S603 stage that nutation occurs: according to nose-gear fall off rate the most excessive judge current Whether aircraft there is nutation, if it is judged that be "Yes", then next step enters the S604 stage, and otherwise next step is directly entered The S605 stage；

Step 4, prompting the elevation angle too small just in the S604 stage of nutation: determine under current aircraft is attached, calculate control assembly (4) by display module (5) display word warning " just at nutation ", and caution sound will be provided by warning speaker (6)；If Nutation causes the elevation angle the least, then display module (5) will show that word alerts " elevation angle is too small " simultaneously, and provides caution sound；Then Exit this flow process；

Step 5, judge whether the S605 stage occurring facing upward: according to main landing gear fall off rate the most excessive judge current Whether aircraft occurs is faced upward, if it is judged that be "Yes", then next step enters the S606 stage, and otherwise next step is directly entered The S607 stage；

Step 6, the prompting elevation angle excessive S606 stage faced upward: determine that current aircraft is faced upward, calculate and control assembly (4) will demonstrate that word alerts " facing upward " by display module (5), and provide caution sound by warning speaker (6)；As Fruit is faced upward and causes the elevation angle too big, then display module (5) will occur that word alerts " elevation angle is excessive " simultaneously, and provides caution sound；So This flow process of backed off after random；

Step 7, judge the most excessive left-leaning S607 stage: judge to work as according to left main fall off rate is the most excessive Whether front aircraft occurs left-leaning excessive, if it is judged that be "Yes", then next step enters the S608 stage, and otherwise next step is direct Enter the S609 stage；

In the S608 stage that step 8, prompting aircraft are left-leaning: determine that current aircraft is the most left-leaning, calculating control assembly (4) will Demonstrate that word alerts " left-leaning " by display module (5), and provide caution sound by warning speaker (6)；If it is left Incline, then display module (5) by display simultaneously " left-leaning excessive " and provides caution sound；It is then log out this flow process；

Step 9, judge the S609 stage that Right deviation is the most excessive: judge to work as according to starboard main landing gear fall off rate is the most excessive Whether front aircraft occurs that Right deviation is excessive, if it is judged that be "Yes", then next step enters the S610 stage, and otherwise this flow process is so far Terminating, next step exits this flow process；

Step 10, prompting aircraft are just in the S610 stage of Right deviation: determine that current aircraft, just in Right deviation, calculates control assembly (4) and incites somebody to action Demonstrate that word alerts " just in Right deviation " by display module (5), and provide caution sound by warning speaker (6)；If it is right Incline, then display module (5) by display " Right deviation is excessive " simultaneously and provides caution sound；This flow process so far terminates, and next step exits this Flow process.

The warning control method that aircraft landing attitude warning system the most according to claim 6 is used, it is characterised in that: In the S601 stage, described aircraft occurs that the determination methods heavily landed is: when Practical Calculation, it is desirable to the decline of each wheel Speed less than one on the occasion of:

$\left\{\begin{array}{c}v1\&le;\mathrm{\&eta;}0\\ v2\&le;\mathrm{\&eta;}0\\ v3\&le;\mathrm{\&eta;}0\end{array}\right.$

η⁰Arithmetic number, different types it will take different values；

If the fall off rate of each wheel is above normal range:

$\left\{\begin{array}{c}v1>\mathrm{\&eta;}0\\ v2>\mathrm{\&eta;}0\\ v3>\mathrm{\&eta;}0\end{array}\right.$

Then judge that heavily landing occurs in aircraft；

In the S603 stage, described aircraft occurs that the Rule of judgment of nutation is: when two main landing gear fall off rates are normal, and When nose-gear fall off rate is excessive, it may be assumed that

$\left\{\begin{array}{c}v1>\mathrm{\&eta;}0\\ v2\&le;\mathrm{\&eta;}0\\ v3\&le;\mathrm{\&eta;}0\end{array}\right.$

Now, then judging that nutation occurs in aircraft, the aircraft elevation angle is reducing；

In the S605 stage, described aircraft occurs that the Rule of judgment faced upward is: when nose-gear fall off rate is normal, and lead When the frame fall off rate that falls is excessive, it may be assumed that

$\left\{\begin{array}{c}v1\&le;\mathrm{\&eta;}0\\ v2>\mathrm{\&eta;}0\\ v3>\mathrm{\&eta;}0\end{array}\right.$

Now, then judging that facing upward occurs in aircraft, the aircraft elevation angle increases；

In the S607 stage, described aircraft occurs that the excessive Rule of judgment of Right deviation is: if the big fall off rate of left main Excessive, other fall off rates are normal, it may be assumed that

$\left\{\begin{array}{c}v1\&le;\mathrm{\&eta;}0\\ v2>\mathrm{\&eta;}0\\ v3\&le;\mathrm{\&eta;}0\end{array}\right.$

Now, then judge that aircraft is being tilted to the left；

In the S609 stage, described aircraft occurs that the excessive Rule of judgment of Right deviation is: if starboard main landing gear fall off rate mistake Greatly, other fall off rates are normal, it may be assumed that

$\left\{\begin{array}{c}v1\&le;\mathrm{\&eta;}0\\ v2\&le;\mathrm{\&eta;}0\\ v3>\mathrm{\&eta;}0\end{array}\right.$

Now, then judge that aircraft is being tilted to the right.